Transit Oriented Development

• Any development, macro or micro, that is focused around a transit node, and facilitates complete ease of access to the transit facility, thereby inducing people to prefer to walk and use public transportation over personal modes of transport.

• The Primary Goals of TOD are to:

• Reduce/ discourage private vehicle dependency and induce public transport use – through design, policy measures & enforcement.

• Provide easy public transport access to the maximum number of people within walking distance – through densification and enhanced connectivity.

TOD benefits to Delhi

Mobility Options for all - Change the paradigm of mobility by enabling a shift from use of private vehicles towards the use of public transport and alternative modes.

Help in achieving Clean-

• Air Quality targets for Delhi and the targeted 70-30 (public-private transport) modal share in favour of public transportation by 2021

Better Quality of Life for All

• Provide a variety of high-density, mixed-use, mixed-income housing, employment and recreation options within walking/cycling distance of each other and of MRTS stations - in order to induce a lifestyle change towards healthier living and better quality of life.

• Integrate communities rather than segregating them and reduce social stigma and dissent.

Give Everyone a Home -

• Increase the supply of housing stock and commercial space in the city which would bring down prices and make living and working in Delhi more affordable. (current Need is to provide approx. 3 lakh new dwelling units per year, with more than 50% of the new housing in the form of 1 and 2 room units with average plinth area of about 25 - 40 sq.m.)

Market Participates in Better City -

• Open up development opportunity to the private sector to bring in investment into the city’s growth and revenue, and also help cross-subsidize social amenities, affordable housing and public transport, using a variety of possible development models.

• Low-income groups can be provided space and shared amenities in integrated mixed-income communities, thereby reducing further proliferation of gentrified slums and unauthorized colonies.

TOD benefits to Delhi

Self-Sufficiency -• Creating high densities would make decentralized infrastructure provision and management techniques more

feasible, thus making it more economical to recycle water/sewage locally to meet community needs.

Cheaper Public Transport -• Provide a significant source of non-farebox revenue for a public transport fund, which may help reduce ticket prices

and increase provision of public transport facilities.

Reduce Environmental Degradation -• Set a clear vision for the growth and redevelopment of the city in a compact manner, by minimizing sprawl (low

density spread out development). • Help save environmentally sensitive lands and virgin lands through high-density compact development.

Save Public Money -• Provide savings in public money through reduction of investments in physical infrastructure like additional road

expansion, piping/cabling costs, time-cost of traffic congestion and other larges costs associated with low-density sprawl.

Multi-disciplinary Multi-Departmental Approach -• Provide a shift to a more holistic paradigm of planning where all sectors work together – mobility, planning policy,

urban design, infrastructure and economics – to deliver integrated development.

TOD benefits to Delhi

Benefits to Transit Agencies:

• Increased ridership due to larger population living/working within walking distance.

• Value Capture of increased land values for long term cross-subsidy & maintenance of public transportation.

Benefits to Land, Road & Service Owning Agencies:

• Potentially increased revenue from land due to increased development with lesser public money investment.

• City level reduced infrastructure costs (reduced length of roads, pipes, cables, tunnels, etc.) due to accommodating the overall planned population within lesser net land area, in a more sustainable way.

• Increased feasibility for sustainable decentralized physical infrastructure. xv. Increased and more efficient use shared social infrastructure facilities

TOD INFLUENCE ZONE

A maximum up to 2000 m. wide belt on both sides of centre line of the MRTS Corridor is designated as TOD Influence Zone

The entire influence zone shall be considered as “white zone”. Application of Development Control Norms in the White Zone shall be based on the Influence Zone Plan (approved by competent Authority).

The overall Influence Zone further consists of three sub zones –

•Zone 1: Intense TOD Zone, •Zone 2: Standard TOD Zone, and •Zone 3: TOD Transition Zone.

Development Control Norms as per ‘High Density Mixed Income Development’ shall not be applicable to the TOD Transition Zone.

Zone 1: Intense TOD Zone Zone 2: Standard TOD Zone Zone 3: TOD Transition Zone

• 300 M influence zone of all MRTS Stations

• 800m* (10-min walking) influence zone of Regional Interchange Station (i.e. Rail -MRTS, or two MRTS lines.)

• 800m* (10-min walking) influence zone of all MRTS Stations.

• 2000m** (10-minute cycling distance) influence zone of all MRTS Stations.

• 300 M influence zone of BRT corridors.• Zones within Intense or Standard TOD Zones which

are not permitted for redevelopment but need enhancements in public realm and network connectivity.

*Walking speed is considered approx. 5 km/hour. **Cycling speed is considered approx. 12 km/hour

Development Types within Influence Zones

A. Redevelopment/ Infill – Sites within the Intense/ Standard TOD Zones which are within Existing Urban Area of Delhi and suitable for development/ redevelopment.

A.1. Infill Sites are empty sites within Existing Urban Area which may have opened up for development. A.2. Redevelopment sites could be any of the following:

i. Low density areas with gross density less than 250 du/ha ii. Shopping/ Commercial centres iii. Industrial areas/ clusters iv. Resettlement Colonies v. Unauthorized colonies vi. Urban Villages vii. JJ clusters

B. Greenfield – Sites within the Intense/ Standard TOD Zones which are in the Urban Extension Area of Delhi i.e. Zones J, K, L, N & P-I & P-II, where provision of road networks, services and social facilities has not yet taken place.

C. Retrofit – In addition to TOD Transition Zones, sites within Intense/ Standard Zones which have existing gross density higher than 250 du/ha may not be suitable for redevelopment, but may need retrofitting to meet TOD Zone requirements. The following criteria may be used as benchmarks for selecting such dense sites for need for retrofitting:

C.1. Lack of street network and connectivity. C.2. Lack of fire access to buildings. C.3. Lack of adequate physical and social infrastructure facilities